F. VIRAMGAM – MALIYA CORRIDOR - GIDB Final Report Revalidation Study and Overall Appraisal of the...
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Draft Final ReportDraft Final ReportDraft Final ReportDraft Final Report Revalidation Study and Overall Appraisal of the Project for
Four-Laning of Selected Road Corridors in the State of Gujarat
F. VIRAMGAM - MALIYA
CORRIDOR
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F. VIRAMGAM – MALIYA CORRIDOR
F.11 REVIEW OF FEASIBILITY STUDY
F.11.1 Status of Submittal
1. The report reviewed on pre-feasibility1 of this corridor is the Draft Final Report submitted
by the consultants in the month of December 2000.
F.11.2 Traffic Studies and Forecast
2. As per the report the following traffic studies were conducted:
� Classified traffic volume counts – 7 days;
� Origin – Destination Surveys;
� Turning Movement Counts at junctions;
� Speed and delay surveys;
� Willingness to pay; and
� Axle load surveys.
3. Outcome of above traffic studies and brief details which are referred for revalidation study
are reproduced in this sub-section.
F.11.2.1 Base Year Traffic
4. For the study purpose the corridor from Viramgam to Maliya was divided in four links as
follows:
1) Viramgam – Malvan
2) Malvan – Dhrangdhara
3) Dhrangdhara – Halvad
3) Halvad – Maliya
5. Details of 7 day traffic volume are tabulated as under for the base year (2000).
Sl. No. Link Name Location ADT Vehicles ADT PCU
1 Viramgam – Malvan Hansalpur Chokdi 2566 5970
2 Malvan – Dhrangdhara Malvan Chokdi 3013 6897
3 Dhrangdhara – Halvad Dhrangdhara GIDC 3826 8461
4 Halvad – Maliya Morbi Chokdi 2875 6414
1. Consultancy Services for the Preparation of Pre-feasibility Study and Bidding Documents for Four Laning and Strengthening of
Maliya – Halvad – Dhrangdhara – Bajana – Viramgam Road” – Final Report, December 2000.
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F.11.2.2 Origin – Destination Surveys
6. The salient findings of O–D surveys conducted on the project corridor along with project
influence area are :
� About 75% is through traffic on all the four sections of the corridor.
� Amongst through traffic component, trucks (HCV and Multi-Axle vehicle) observed are
in the order of 80%.
� The report notes that …“One interesting thing noted by us is that the existing users of
the project road are more or less traffic from Ahmedabad and Kandla. The real long
distance traffic through this corridor is very limited. This could work out to be a better
advantage as the new corridor will offer much savings to the long distance traffic for
example traffic destined to southern Gujarat, Maharashtra and Southern parts of
India.”
F.11.2.3 Speed and Delay Surveys
7. Speed and delay surveys were conducted by floating car observe and method on project
road sections. Findings of these surveys are reproduced as follows:
Particular Speed kmph
Morning Peak Off Peak Evening Peak Nigh Time From To
Distance
Km Dn Up Dn Up Dn Up Dn Up
Malvan Chokdi Dhrangdhra Bypass
start 33.1 48.2 45.7 52.2 51.2 45.7 50.3 43.2 42.5
Dhrangdhra
Bypass start
Dhrangdhra Bypass
end 28.4 48.4 56.5 58.4 56.5 44.0 49.1 38.2 45.2
Dhrangdhra
Bypass end
Halvad Bypass start 6.7 30.2 40.1 34.0 40.1 23.0 30.5 25.2 29.8
Halvad Bypass
start
Halvad Bypass end 25.3 44.2 52.2 54.2 52.2 40.6 45.2 35.2 43.2
Halvad Bypass
end
Maliya Junction
with NH8 4.5 50.3 51.5 55.5 51.5 40.1 41.3 40.2 44.6
F.11.3 Traffic Forecast
8. The report first describes advantages and disadvantages of four different theoretical
methods for traffic forecast2. They are:
1) Time series trends in traffic growth
2) Temporal trends in vehicle registrations
3) Socio-economic characteristics
4) Temporal trends in the growth of economy
2. Referring this, report states on selection on methodology for traffic forecast as described, no one methodology can lay conclusive
claim to the science of traffic forecasting. As such, we have adopted elements of all four techniques described above, in order to
arrive at reasonable and defensible estimates of growth rates.
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F.11.3.1 Time Series Approach
9. The consultants have mentioned that historical traffic data for 10 years was got collected
from Gujarat R&BD. Based on this analysis the table for “Compounded Overall Annual Growth
Rates” as given in report is presented as follows:
Compounded Overall Annual Growth Rates
Mode Maliya – Halvad
Section
Halvad –
Dhrangdhra Section
Dhrangdhra –
Malvan Section
Malvan – Viramgam
Section
Maliya – Viramgam
Section
Car 12% 20% 14% 25% 18%
Bus 13% 13% 12% 26% 16%
Trucks 29% 18% 12% 26% 21%
Two-Wheelers 4% 11% 7% 17% 10%
Total Traffic 18% 14% 8% 21% 15%
F.11.3.2 Vehicle Registration Approach
10. Based on vehicle registration data of the districts falling within project area, earlier study
consultants have given following growth rates:
Vehicle Category Growth Rate
Motorcycle, Scooter 20%
Motor Car 14%
Contract Carriageway (Buses) 3%
Goods Truck 4%
Light Goods Vehicle 24%
F.11.4 Socio Economic Approach
11. No growth rate/forecast were computed as clarified below:
“The socio-economic parameters that will influence traffic growth cannot be applied in this
case as the data collected regarding the socio-economic growth of the immediate
influence area did not yield acceptable regression co efficiency.”
F.11.4.1 Economic Growth Rate Approach
12. The consultants have studied NSDP of Gujarat for part 20 years and established that
annual average economic growth rate of the state NSDP as 6%.
13. Further it is quoted to have growth rates based as economic growth as
“According to the World Bank, the accepted elasticity factor of truck traffic generation with
respect to regional GDP is 1.5 – therefore, a conservative figure for growth rates for truck
traffic will be approximate 9, according to this approach.”
14. Summarised mode wise growth rates by the consultant are as follows:
Vehicle Category Growth Rate
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Vehicle Category Growth Rate
Motorcycle, Scooter 20%
Motor Car 14%
Contract Carriageway/Buses 10%
Goods Vehicles/Truck 10%
Light Commercial Vehicle 10%
15. Finally for overall 30 year project horizon, average annual growth rates adopted are
based on consultant’s concept “in addition these values have been further tapered down in order
to account for the saturation effect of the congestion along the corridor that will eventually occur
over the long term”. These growth rate figures are:
Type of Vehicle Overall Growth Rate over Project Horizon
Cars 11.4%
Two Wheelers 12%
LCVs 7%
Trucks 7%
Buses 7%
16. Study report describes about actual traffic forecast after finalising mode wise growth rates
for project horizon.
17. The consultant has worked out “Total Forecast Traffic” considering growth of “Existing
Traffic” and “Diverted and New Traffic”.
18. Existing traffic forecast – The table showing forecast of existing traffic is given as under:
Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 3Wh LCV Truck Bus Cars 3Wh LCV Truck Bus
2000 438 197 150 1597 205 467 233 206 1641 217 718 538 227 1789 280 400 477 83 1410 105
2005 843 317 242 2572 330 899 375 332 2643 349 1382 866 366 2881 451 770 768 134 2271 169
2010 1554 488 372 3957 508 1657 577 510 4066 538 2547 1333 562 4433 694 1419 1182 206 3494 260
2015 2738 717 546 5815 746 2920 848 750 5975 790 4489 1959 826 6514 1019 2501 1737 302 5134 382
2020 4614 1006 766 8155 1047 4920 1190 1052 8380 1108 7564 2747 1159 9136 1430 4214 2436 424 7200 536
2025 7431 1346 1025 10914 1401 7923 1592 1408 11214 1483 12182 3677 1551 12226 1913 6786 3260 567 9636 718
2030 11434 1718 1308 13929 1788 12191 2032 1797 14313 1893 18743 4692 1980 15603 2442 10442 4160 724 12298 916
2031 12463 1804 1374 14625 1877 13288 2134 1887 15028 1987 20430 4927 2079 16384 2564 11382 4368 760 12913 962
19. The same growth rates as per table (above) as established for the study were used for
project horizon of 30 years since base year 2000.
F.11.4.2 Diverted traffic forecast
20. For the study analysis, consultant developed network model of the area. Based on this
model diverted traffic got estimated.
21. The estimated diverted traffic on project corridor as given in study report is reproduced
here under:
Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 3Wh LCV Truck Bus Cars 3Wh LCV Truck Bus
2000 1218 1951 194 1908 114 1461 3952 233 2280 137 1218 3951 194 1908 114 1461 3952 233 2280 137
2005 1583 4781 235 2308 138 1899 4782 282 2770 166 1583 4781 235 2308 138 1899 4782 282 2770 166
2010 2916 7356 362 3552 213 3499 7358 434 4262 256 2916 7356 362 3552 213 3499 7358 434 4262 256
2015 5139 10809 532 5218 313 6167 10811 638 6262 376 5139 10809 532 5218 313 6167 10811 638 6262 376
2020 8659 15160 746 7319 439 10391 15163 895 8783 527 8659 15160 746 7319 439 10391 15163 895 8783 527
2025 13946 20287 998 9795 587 16735 20292 1198 11754 705 13946 20287 998 9795 587 16735 20292 1198 11754 705
2030 21457 25892 1274 12501 750 25749 25898 1529 15001 900 21457 25892 1274 12501 750 25749 25898 1529 15001 900
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Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 3Wh LCV Truck Bus Cars 3Wh LCV Truck Bus
2031 23388 27187 1337 13126 787 28066 27193 1605 15751 944 23388 27187 1337 13126 787 28066 27193 1605 15751 944
F.11.4.3 New Traffic Forecast
22. New traffic is considered from ports, new industries and other developments in the area.
The ports under consideration are:
1) Kandla
2) Mandvi
3) Mundra
3) Navlakhi
23. Based on certain specified assumptions new traffic forecast is given as under:
Year Trucks
2002 640
2003 853
2004 1067
2005 1280
2006 1493
2007 1707
2008 1925
2009 2144
2010 2363
2011 2581
2012 2800
2013 3137
2014 3474
2015 3811
2016 4149
2017 4486
F.11.4.4 Total Traffic Forecast
24. Total traffic forecast for project corridor as furnished in report is reproduced:
Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 3Wh LCV Truck Bus Cars 3Wh LCV Truck Bus
2000 1260 3166 296 3030 291 1453 3202 381 3361 320 1540 3507 373 3222 366 1386 3446 258 3130 208
2005 2426 5098 477 6160 469 2798 5157 614 6693 516 2965 5647 601 6469 589 2669 5550 416 6321 335
2010 4470 7844 734 9872 721 5156 7935 945 10691 793 5463 8689 924 10347 907 4918 8540 640 10119 516
2015 7877 11526 1078 14845 1059 9086 11659 1388 16048 1166 9626 12768 1358 15544 1332 8667 12548 940 15207 758
2020 13273 16166 1512 20817 1486 15311 16353 1947 22505 1635 16223 17907 1905 21797 1869 14605 17599 1319 21326 1063
2025 21377 21633 2023 27858 1988 24658 21884 2605 30117 2188 26127 23964 2549 29170 2501 23521 23551 1765 28539 1422
2030 32891 27610 2582 35997 2538 37939 27930 3325 38881 2792 40200 30584 3254 37672 3192 36190 30058 2252 36866 1815
2031 35851 28991 2711 37893 2664 41354 29326 3491 40921 2932 43818 32114 3416 39651 3351 39448 31561 2365 38805 1906
25. Further, considering then future tolling of NH8A above total traffic forecast are re-worked.
The resultant total traffic forecast for the project road given as:
Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 3Wh LCV Truck Bus Cars 3Wh LCV Truck Bus
2000 1386 3483 326 3333 320 1598 3522 419 3697 352 1694 3858 410 3544 403 1525 3791 284 3443 229
2005 2669 5608 525 7386 516 3078 5673 675 8025 568 3262 6212 661 7756 648 2936 6105 458 7579 369
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2010 4917 8628 807 12162 793 5672 8729 1040 13171 872 6009 9558 1016 12748 998 5410 9394 704 12467 568
2015 8665 12679 1186 19759 1165 9995 12825 1527 21360 1283 10591 14045 1494 20689 1465 9534 13803 1034 20241 834
2020 14600 17783 1663 25588 1635 16842 17988 2142 27664 1799 17845 19698 2096 26794 2056 16066 19359 1451 26215 1169
2025 23515 23796 2225 33402 2187 27124 24072 2866 36110 2407 28740 26360 2804 34975 2751 25873 25906 1942 34218 1564
2030 36180 30371 2840 42368 2792 41733 30723 3658 45763 3071 44220 33642 3579 44340 3511 39809 33064 2477 43391 1997
2031 39436 31890 2982 44600 2930 45489 32259 3840 48164 3225 48200 35325 3750 46669 3686 43393 34717 2602 45673 2097
F.11.4.5 Tollable Traffic
26. Study consultants and have mentioned that network analysis has been carried out
towards estimation of tollable traffic. Basically the percentage share of traffic that would be
reduced was assessed. Accordingly the share of traffic in percentage which will continue using
the improved corridor was estimated and presented in tabular form:
Percentage that will continue to use the Corridor Traffic
Cars 2 Wheelers LCV Trucks Bus
Existing 80 0 60 80 80
Diverted 95 0 80 90 90
New Traffic 80 0 60 80 80
27. Hence the resultant traffic which is tollable is estimated as follows:
Viramgam – Malvan Malvan – Dhrangdhra Dhrangdhra – Halvad Halvad – Maliya Year
Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus Cars 2Wh LCV Truck Bus
2000 1676 0 275 4271 321 1942 0 351 4661 355 2008 0 337 4475 401 1862 0 253 4415 235
2005 2178 0 333 5415 389 2524 0 425 5887 429 2609 0 408 5662 485 2420 0 306 5590 285
2010 4013 0 513 8725 598 4649 0 654 9452 660 4808 0 627 9106 747 4459 0 471 8994 438
2015 7072 0 753 13160 879 8194 0 960 14227 970 8473 0 921 13719 1097 7859 0 692 13554 644
2020 11918 0 1056 18454 1232 13807 0 1347 19951 1361 14277 0 1292 19238 1539 13243 0 970 19007 903
2025 19193 0 1413 24695 1649 22237 0 1803 26699 1821 22994 0 1729 25745 2059 21327 0 1298 25436 1208
2030 29531 0 1804 31961 2105 34241 0 2301 34518 2324 35379 0 2207 33301 2628 32815 0 1657 32907 1542
2031 32189 0 1894 33655 2210 37293 0 2416 36340 2440 38563 0 2317 35062 2760 35768 0 1740 34648 1619
28. Two wheelers were not considered by consultant for calculating revenues due to: (1)
Service road will be provided, (2) To remain on conservative side.
F.11.5 Engineering Studies and Investigations
29. As detailed designs were not part of the scope of this particular study, project consultants
did general inspections of corridor. Based on prevailing IRC standards, certain design standards
are specified in the report. Report findings/summary is given in brief through this sub-section.
(a) Widening options
� Generally concentric widening along with service road on either sides
� Rural median width as 1.5m
(b) Access control
� Partially access controlled highway
(c) Design speed
� 100 kmph
(d) Lane width and paved shoulder width
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� 3.5m standard single lane width (70m for each c/w) along with 1.5m paved
shoulder, as per IRC standards.
(e) Lane capacity
� Report mentions that as per IRC for two lane, undivided carriageway 32,000
PCU/day is the adopted capacity.
� For four lane divided carriageway it is 96,000 PCU/day (LOS ‘E’)
(f) Pavement design
Major considerations
� Four lane divided facility
� 20 year design life
� Separate traffic growth rate adopted 7.5%
� Sub-grade CBR assumed 5%
� National VDF average takes 4.5
� Worked out MSA 90 MSA
30. Pavement composition finally recommended as
Project Corridor
Pavement Layer Thickness
Bituminous surfacing AC (Asphaltic Concrete) 40 mm
Bituminous surfacing DBM (Dense Bituminous Macadam) 180 mm
Base WMM (Wet Mix Macadam) 150 mm
Sub-base GSB (Granular Sub-base) 300 mm
Strengthening
Pavement Layer Thickness
Bituminous surfacing AC (Asphaltic Concrete) 40 mm
Bituminous surfacing DBM (Dense Bituminous Macadam) 50 mm
Service Road
Pavement Layer Thickness
Pre-mix Seal Coat (hot mix open graded carpet) 20 mm
Bituminous surfacing BM (Bituminous Macadam) 50 mm
Base WMM (Wet Mix Macadam) 150 mm
Sub-base GSB (Granular Sub-base) 300 mm
F.11.6 PROJECT COST
31. The total estimated cost for widening of Viramgam – Maliya corridor to 4 lane (with cost of
Land Acquisition assumed to be borne by GoG) as presented in Report is summarised as
follows:
Rs. in crores
1. Pavement Rs. 198.25
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2. Drainage and protective works Rs. 3.00
3. Bridges Rs. 51.47
4. Junction improvement Rs. 3.70
5. Road furniture Rs. 6.90
6. Toll plaza Rs. 8.00
7. Shifting of services Rs. 2.50
8. Environmental management measures Rs. 12.50
Total Construction Cost Rs. 286.32
F.11.7 Environmental and Social Impact Assessment
32. Major findings of initial environmental and social impact assessment as stated on report
are:
(i) Maliya – Viramgam section does not pass through any such ecologically sensitive
area and hence does not require a clearance from the Ministry of Environment
and Forests. However clearance will have to be obtained from the Forest
Department, Government of Gujarat, before the project taken up for
implementation.
(ii) Potential negative impacts
(a) wild ass movement (which require further study)
(b) project corridor falls under command area of Sardar Sarovar canal.
(iii) Positive impacts
(a) reduction in fuel consumption, reduced travel time
(b) general improvement in the economy
F.11.8 Economic Analysis
33. For conducting economic analysis following basic parameters were considered:
(a) Do minimum scheme: Implementation of the proposed project
(b) Do nothing: Continuation of existing status of roads
(c) Base year for cost and benefit calculating: 2001, all price figures are in constant
rupees (Rs.) 2001.
(d) Base year for traffic forecast: 2000
(e) First year of construction: 2001
(f) Construction period: 2 years
(g) Project life: 30 years
(h) Discount rate for NPV: 12%
(i) Conversion factor for economic costs: 0.8 of financial cost
34. Output of economic analysis is reported as under :
Particulars VOC & VOT Savings VOC Savings Only
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VOC & VOT Savings VOC Savings Only
EIRR (%) NPV (Rs. Crores) 30
Years EIRR (%) NPV (Rs. Crores) 30 Years
Malia – Viramgam Project 44% 1,119.45 41% 995.57
F.11.9 Financial Analysis
35. The study findings are:
Project Cost (Rs. Lacs) : 33,000
Concession Period : 30 years
Part Tax IRR (%) : 23.74
Pay back period : 7.5 years
Loan repayment period : 12 years
36. It is state in the report that “The project is viable for implementation on PPP basis. Even
in the case of 20 year concession period the project IRR is 22.58%, which is a strong indication
of the robustness of the project”.
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F.12 OUR EFFORTS AND FINDINGS
F.12.1 Salient Corridor Characteristics
37. Viramgam to Maliya corridor is a part of the longer corridor between Ahmedabad and
Maliya. It is the SH-17. It forms the shortest link between the Ahmedabad region with Kandla port
and Kuttch (Figure F.12-1).
38. The alternative route to the present corridor is the NH-8A and NH-15, which most of the
traffic is presently using to reach Kandla port/Kuttch region, even though this alternative route is
longer to SH-17. This is because of the poor condition of SH-17. The section between Halvad
and Viramgam has been widened to two lane, with World Bank funding, under the GSHP.
F.12.2 Traffic Studies and Forecast
F.12.2.1 Traffic Survey Locations
39. The classified traffic volume survey (at 3 locations), orgin-destination survey (at one
locations) and axle load survey (at one location) as per the details given below (Map given as
Annexure F-1) were conducted to establish base year traffic volume and and desire levels, apart
from axle load spectrum on the corridor.
Table F.12-1: Traffic Survey Locations
Location Chainage Survey Detail Survey Duration
CORRIDOR: Km 59.0 to Km 195.065 , Viramgam-Dhrangadhra- Halvad-Maliya
At Malvan Chowkdi at 91/400km Traffic Volume 7 Days
Traffic Volume 3 Days At Soladi Village at 131/200km
Origin Destination 1 Day
Near Anniyari Bus Stop at 182/200 km Traffic Volume 7 Days
F.12.2.2 Traffic Volume Levels-2006
40. The average daily traffic volume levels recorded by sections on project corridor (Table
F.12-2 (1)) were converted to annual average traffic volume levels by applying seasonal
correction factor of 0.9 (Table F.12-2 (2)). The details of base year traffic are given in Tables
F.12-2.
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NANDOL
AHMEDABAD
GANDHINAGAR
NADIADSURENDRANAGAR
RAJKOT
PATAN
MEHSANA
BORSAD
KHAMBHAT
PETLAD
SOJITRA
TARAPUR
MATAR
DHOLKA
DHANDHUKARANPUR
CHUDA
SAYLA
LIMBDI
WADHMAN
MULI
CHOTILA
WANKANER
TANKARA
PADDHARI
DHROL
LAKHATAR
DHRANGDHRA
HALVAD
MANDAL
PATADI
VIRAMGAM
DETROJ
KADI
MANSA
VIJAPUR
PRANTIJ
TALOD
VISNAGAR
KALOL
VADNAGAR
UNJHARADHANPUR
HARIJCHANASAMA
BECHRAJI
SAMI
DAHEGAM
MAHEMDABAD
KHEDA
BAVLA
SANAND
VALASANA
UMTA
DAVAD
SONASAN
DEROL
ILOL
LADOLGOTHVA
RODA
KHAKHAL
BALISANA
UNAVA
MANUND
DHINOJ
KUKARANA
MUNJPUR
BASPA
KANIJ
LOLADATUVAD
BANCHASAR
SHANKHESHWAR
KUWAR
VADGAM
SUREL
ZINZUWADA
ZAINABAD
DASADA
ODU
AGAR KHARAGHODA
VARMOR
GORAIYA
ZUND
VITHALGADH
MALVAN
BAJANA
KHERVA
LILAPUR
VANARAJSITAPURNARICHANA
KHODU
NANI KATHECHI
KAYLA
JAMP
VANTHAL
BALDANA
SHAHPUR
CHHARAD
PARALI
TAVI
GEDI
BHALGAMDA
BAGODARA
JANSALI
BHURKHI
HADALALOLIYA
LOTHAL
ARNEJ
JORAVARNAGAR
FULGRAM
ZOBALA VANALA
BHIMNATHDHOLERA
PIPLI
SUDAMADA
DHANDHALPUR
PALIYAD
FEDRA
BHOLADGOLANA
TARKPUR
VADGAM
JASAPUR
SADLA
SARA
R.S. MULI
THAN
KADIYANA
MORBI
KUDATIKKAR
GHANTILA
JETPAR
MALIYA
DAHISARA
VAVANIYA
BAMANBORE
NEKNAM
SAJAMPAR
JADESHWAR
PHALA
BHADRABHENSAD
LATIPUR
PITHAD
AMRAN
RANJITNAGARGHUDKOT
SANALA
BAGTHDA
KHANPUR
HADMATIYA
VIBHANNA
KAROLI
RAIPUR
LAWARPUR
HALISA
UDAN
NARADIPUR
SADARA
CHILODABETHAPUR
RANDHEJA
LANGHNAJ
VARSODA
NARODA
DHUVARAN
KATHDRAN
BOCHASAN
UTTARSANDA
KASOR
VADTAL
VASO
GADA
NAR
PANDOLI
DHARMAJ
NAIKA
BAREJA
VAUTHA
SIMAJ
RINZ
VATAMAN
JAWARAJ
JUWAL
SARKHEJRAMOL
GALIYANA
MOTI PIPLI
SIDHADA
SANTALPUR
GADKABET
RAV
FATEGADH
SANVA
ADESARPRAGPAR
RAPAR
TRIMDADBHARUDIYA
RAMVAV
MANFARA
KHENGARPARPIPRALA
PEBASPUR
VED
RAFU
VARAHI
VALLABHIPUR
KANTHKOT
TORANIYA
ADHOI
SHIVLAKHA
KHIROL
LAKADIYA
DEVPUR
BHACHAU
CHITROD
GAGODAR
SAMAKHIALI
GANDHIDHAM
NAVALAKHI
PORT
KAHIPUR
JAIPUR
KADAKAMANA
BHANDU
VALAM
MAHUDI
LODRA
GOJHARIYA
PILVAI
VADAVLI
SANTHAL
NANDASAN
VITHALPUR
MITHI
DHARIYAL
CHHATRAL
KUNKARVADAMODHERA
AMBALIASAN
RAMPURA
VIROCHAN
NAGAR
RANGPUR
ZOLAPUR
SACHANA
THORI MUBARAK
THOL
km : 458/0 (N.H. 14)
Km 59+000
Km 91+400
Km 126+000
Km 155+000
Km 195+000
Km 131+000
Km 182+200
FOUR LANE DIVIDED FACILITY
REVALIDATION STUDY FOR UP-GRADATION OF
SELECTED ROAD CORRIDORS TO
VIRAMGAM - MALIAYA LINK
LASA
Figure F.12-1: Project Key Plan
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Table F12.-2: Viramgam –Maliya: Traffic Volume Levels and Characteristics
TableF.12-2 (1): Average Daily Traffic Volume (ADT in VEHs)
Corridor
Name Link Name Sc/Mc
Auto
Rickshaw/
Chakda
Car/Jeep (Old
Tech)
Car/Jeep
(New Tech)
Mini
Bus
Std.
Bus
Tempo/
LCV
2-Axle
Trucks
3-Axle
Trucks
M-Axle
Trucks
Tractor
with
Trailor
Tractor
without
Trailor
Cycle Cycle-
Rikshaw
Animal
Drawn
Vehicles
Others ADT (VEH)
Viramgam-Dhrangadra 1047 204 162 1110 96 325 346 1464 1656 138 139 126 134 1 2 4 6954
Dhrangadra-Halvad 1139 348 149 1017 92 314 412 1465 1967 146 112 55 115 1 4 7 7344 Viramgam-
Maliya Halvad-Maliya 508 247 294 516 95 213 238 1147 1428 193 50 44 37 4 9 11 5034
Table F.12-2-(2): Annual Average Traffic Volume (AADT in VEHs and PCU)
Corridor Name
Link Name Sc/ Mc Auto
Rickshaw/ Chakda
Car/Jeep (Old Tech)
Car/Jeep (New Tech)
Mini Bus Std. Bus
Tempo LCV
2-Axle Trucks
3-Axle Trucks
M-Axle Trucks
Tractor with Trailor
Tractor without Trailor
Cycle Cycle-Rikshaw
Animal Drawn Vehicles
Others ADT (VEH)
AADT (PCU)
Viramgam-Dhrangadra 942 184 146 999 86 292 312 1318 1490 124 125 114 121 1 2 4 6259 13132
Dhrangadra-Halvad 1025 313 134 915 83 283 371 1319 1770 132 101 50 103 1 4 7 6610 13957 Viramgam-Maliya
Halvad-Maliya 457 223 265 464 85 192 214 1033 1285 174 45 40 33 4 8 10 4531 10392
TableF.12-2-(3): Traffic Composition
Corridor Name
Link Name Sc/Mc Auto
Rickshaw/ Chakda
Car/Jeep (Old Tech)
Car/Jeep (New Tech)
Mini Bus
Std. Bus
Tempo/ LCV
2-Axle Trucks
3-Axle Trucks
M-Axle Trucks
Tractor with Trailor
Tractor without Trailor
Cycle Cycle-Rikshaw
Animal Drawn Vehicles
Others AADT (VEH)
Viramgam-Dhrangadra 15.1% 2.9% 2.3% 16.0% 1.4% 4.7% 5.0% 21.1% 23.8% 2.0% 2.0% 1.8% 1.9% 0.0% 0.0% 0.1% 100%
Dhrangadra-Halvad 15.5% 4.7% 2.0% 13.8% 1.2% 4.3% 5.6% 19.9% 26.8% 2.0% 1.5% 0.8% 1.6% 0.0% 0.1% 0.1% 100% Viramgam-Maliya
Halvad-Maliya 10.1% 4.9% 5.8% 10.2% 1.9% 4.2% 4.7% 22.8% 28.4% 3.8% 1.0% 0.9% 0.7% 0.1% 0.2% 0.2% 100%
Table F.12-2-(4): Peak Hour Share of Traffic by Mode Types
Corridor Name
Link Name Peak hour Sc/Mc Auto
Rickshaw/Chakda
Car/ Jeep (Old Tech)
Car/ Jeep
(New Tech)
Mini Bus
Std. Bus
Tempo/ LCV
2-Axle Trucks
3-Axle Trucks
M-Axle Trucks
Tractor with Trailor
Tractor without Trailor
Cycle Cycle-Rikshaw
Animal Drawn Vehicles
Others AADT (VEHs)
AADT (PCUs)
Viramgam-Dhrangadra 07:00-08:00 83 21 14 66 13 16 26 92 92 18 25 21 29 0 0 0 516 1047
Dhrangadra-Halvad 19:00-20:00 82 17 10 67 3 9 22 76 100 5 6 3 5 0 0 0 405 786 Viramgam-Maliya
Halvad-Maliya 18:00-19:00 38 16 16 25 6 6 12 53 73 11 5 5 4 0 1 2 273 604
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Table F.12-3: Traffic Volume on Corridor -Salient Aspects
Traffic Volume S.No Section
ADT(Veh) AADT(Veh) AADT(PCU)
PCU Factor
1 Viramgam-Dhrangadra 6954 6259 13132 2.10
2 Dhrangadra-Halvad 7344 6610 13957 2.11
3 Halvad-Maliya 5034 4531 10392 2.29
41. Traffic composition (Table F.12-2 (3)) reveals that goods traffic share vary from 55% to
60% or even more. This is evident from PCU factor derived which is over 2.0. The peak traffic
share was observed to be about 5.5% to 8.0% across the study sections (Table F.12-2 (4)). The
details on base year traffic volume data are given in Annexure F-2.
42. The pre feasibility study traffic levels were revisited. Comparisons could not be made as
locations selected for conduct of surveys were different in studies. However it is important to note
that traffic on the corridor has been experiencing growth and more so in the recent past. The
traffic levels when compared Updated SOS3 traffic volume levels of 2005, reveal high traffic
growth. It is not rate of growth that should to be considered as an indicator but the trend is what
is important. It can inferred satisfactorily that project corridor has been experiencing increased
traffic levels from moderate to high growths. Further project corridor has major component of
commercial traffic.
F.12.2.3 Traffic Desire Pattern
43. The Origin-Destination data by mode was analyzed. The trip ends by mode type were
seen with respect to immediate influence area zones, traffic originating and terminating within
Gujarat state and traffic which has one of the trip ends (either origin or destination) outside
Gujarat. The broad analysis of the same is given below.
44. The traffic zoning scheme and maps are placed at Annexure B-3.
Table F.12-3: Traffic Desire Pattern: Trips internal to and external (to and from) Gujarat
Cars Goods Traffic
Section Both Trip ends on Corridor
With one Trip end on corridor-Generated in
Gujarat
With one of Trip ends out side Gujarat
Both Trip ends on Corridor
With one Trip end on corridor-Generated
in Gujarat
With one of Trip ends out side Gujarat
Veh 70 1185 16 41 3242 320 Viramgam-Dhrangadhra % 5.5% 93.2% 1.3% 1.1% 90.0% 8.9%
Veh 306 845 15 149 3479 362 Dhrangadhra-Halvad
% 26.2% 72.5% 1.3% 3.7% 87.2% 9.1%
Veh 385 425 0 62 2886 59 Halvad-Maliya
% 47.5% 52.5% - 2.1% 96.0% 2.0%
45. The mode wise break up of trips internal to Gujarat and external (to and from Gujarat) is
given at Table F.12-3. The desire lines are given at Maps F.12-1 & F.12-2 suggest that very high
proportion of tollable traffic amongst the modes which are tollable.
3 Updated SOS was done in 2005 under GSHP
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F.12.2.4 Traffic Forecast
46. The traffic volume on the project corridor is forecasted under various considerations. The updated SOS method was based on the assumption
that the state shall implement the development of roads and there shall be no imposition of road user charges. In these conditions the normal traffic
shall grow at fairly high growth rates. Further, to this the latent demand for travel will be realised leading to induced and generated traffic levels. If
projects are implemented under commercial format, their perceived to be disutility by the road users, as need to pay user fee. This phenomenon is
observed across several road projects in India, if an alternate route is available. The project roads are state roads. It is important to implicitly consider
alternative routes for road users’ are available. Hence, in this revalidation study, the traffic volume levels forecasted explicitly consider likely diversions
and suppression of demand, as road users shall maximise benefits by performing less trips. With these considerations as the base alternative traffic
forecasts were made. The adopted traffic forecast for financial analysis is suppressed demand alternative (Table F.12-4).
Table F.12-4: Projected Traffic Volume by Alternate Considerations
Link Name Study Year Sc/Mc Auto
Rickshaw/ Chakda
Car/Jeep (Old Tech)
Car/Jeep (New Tech)
Mini Bus
Std. Bus
Tempo/ LCV
2-Axle Trucks
3-Axle Trucks
M-Axle Trucks
Tractor with Trailor
Tractor without Trailor
Cycle Cycle-Rikshaw
Animal Drawn Vehicles
Others AADT (VEH)
AADT PCUs
2006 675 206 66 346 29 130 108 1906 1117 94 15 30 30 0 1 0 4753 11193
2010 907 242 77 434 32 152 131 2432 1458 125 17 35 33 0 1 0 6076 14309
2015 1272 297 95 580 36 181 169 3332 2059 182 21 43 37 0 1 0 8304 19652
2020 1702 365 117 776 40 209 214 4459 2834 258 24 51 41 0 1 0 11092 26394
SOS-II
2025 2172 434 139 991 45 243 271 5967 3901 365 29 61 46 0 1 0 14663 35375
2006 457 223 265 464 85 192 214 1033 1285 174 45 40 33 4 8 10 4531 10392
2010 621 262 312 586 95 224 262 1328 1698 235 53 46 37 4 8 11 5783 13325
2015 872 322 383 784 108 267 338 1820 2403 342 64 56 41 4 8 13 7825 18198
2020 1166 396 471 1050 120 309 427 2435 3308 484 76 67 46 4 8 15 10383 24346
Revalidation Study - Trend
based
2025 1489 470 559 1339 133 358 540 3259 4554 685 91 80 51 4 9 17 13638 32517
2006 457 223 226 388 82 148 156 730 903 122 45 40 33 4 8 10 3573 7760
2010 568 250 258 457 89 167 181 851 1069 146 50 44 36 4 8 11 4189 9064
2015 722 289 304 562 98 192 216 1030 1321 184 58 51 39 4 8 12 5089 10991
2020 886 334 359 690 107 216 255 1229 1604 227 65 58 43 4 8 13 6099 13147
Halvad-Maliya
Revalidation Study -
Supressed Demand
2025 1053 377 412 820 116 244 300 1467 1947 280 74 65 47 4 8 14 7230 15670
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47. The traffic volume by sections is forecasted by supressed growth rate approach4. The
growth rates considered are conservative5. The categorized growth rates by components of
traffic are as given under :
Table F.12-5: Adopted Traffic Growth Rates by mode Types
Central Gujarat India Region
Mode 2006-10 2010-15 2015-20 2020-25 2006-10 2010-15 2015-20 2020-25
Scooter/Motor Cycle 5.6 4.9 4.2 3.5 4.2 4.2 4.2 4.2
Auto Rickshaw/ Chakda 2.9 2.9 2.9 2.5 2.9 2.9 2.9 2.9
Car/ Jeep (OT) 3.4 3.4 3.4 2.8 3.4 3.4 3.4 3.4
Car/ Jeep (NT) 4.2 4.2 4.2 3.5 4.2 4.2 4.2 4.2
Mini Bus 2.2 2.0 1.7 1.7 2.2 2.2 2.2 2.2
Standard Bus 3.2 2.8 2.4 2.4 3.2 3.2 3.2 3.2
Tempo/ LCV 3.6 3.6 3.4 3.4 3.6 3.6 3.4 3.4
2-Axle Truck 3.9 3.9 3.6 3.6 3.9 3.9 3.6 3.6
3-Axle Truck 4.3 4.3 4.0 4.0 4.3 4.3 4.0 4.0
MAV 4.7 4.7 4.3 4.3 4.7 4.7 4.3 4.3
Tractor with Trailer 2.7 2.7 2.5 2.5 2.7 2.7 2.5 2.5
Tractor without Trailer 2.7 2.7 2.5 2.5 2.7 2.7 2.5 2.5
Cycle 1.9 1.9 1.9 1.6 1.9 1.9 1.9 1.9
Cycle Rickshaw 0.5 0.5 0.5 0.4 0.5 0.5 0.5 0.5
Animal Drawn 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
Others 2.1 2.1 2.1 1.8 2.1 2.1 2.1 2.1
48. The traffic volume levels thus derived are adopting above growth rates are given in Table
F.12-6.
Table F.12-6: Predicted Overall Traffic Volume Levels
Section 2006 2010 2020 2030
Veh 4859 5721 8374 11768
PCU 9687 11319 16403 23248 Viramgam - Dhrangadhra
GR 4.2% 3.9% 3.5%
Veh 5113 6027 8837 12440
PCU 10227 11965 17388 24714 Dhrangadhra-Halvad
GR 4.2% 3.9% 3.5%
Veh 3573 4189 6099 8576
PCU 7760 9064 13147 18694 Halvad-Maliya
GR 4.1% 3.8% 3.5%
49. The detailed statements on forecasted traffic levels by mode and sections are given at
Annexure F-3.
4 .It is considered appropriate to have conservative approach to the growth pattern of traffic as facility is proposed to be developed on
commercial format. There is a strong possibility of some diversions on to other corridors. As network based approach is not followed it
is difficult to assess accurately at this level.
5 . The diversion on imposition of tolls is likely. Prediction of the same is not done as part of this study. More elaborate effort is needed
to undertake such task. The growth rates adopted are conservative.
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F.12.3 Engineering Studies and Investigations
F.12.3.1 Alignment Verification
50. The alignment verification for Viramgam – Maliya road corridor was undertaken. For this
purpose all the available alignment details from earlier studies along with Gujarat State Highway
Project (GSHP) were studied and used.
51. The GSHP design drawings formed as the base for this purpose. Considering GSHP
improvements and looking at the ground condition proposed improvement scheme was finalised.
F.12.3.2 Strip Mapping
52. Linear diagrams in term of strip maps are to be developed as part of this study. The
fowing details were followed for updating latest ground information :
(a) Viramgam – Halvad : GSHP design drawings; and
(b) Halvad – Maliya : New strip mapping conducted
53. Based on the above effort on strip mapping the Strip Maps were finalised showing the
existing and proposed scenario.
54. As desired by GSRDC, strip maps were got prepared early and submitted for needful
action.
F.12.3.3 Highway Geometrics
55. After reviewing the earlier study details the geometrics as adopted in GSHP, where
applicable are adopted for proposed new four-lane facility.
F.12.3.4 Pavement Design
56. On reviewing the feasibility study and GSHP pavement design details, the work on
pavement design was carried out considering observed traffic volumes and the VDF values
computed.
F.12.4 Design and Project Cost
F.12.4.1 Geometric Design
57. Geometric design standards are adopted following the GSHP and IRC standards.
58. The adopted typical cross sections are placed at Annexure B-5.
F.12.4.2 Pavement Design
59. VDF: The adopted VDF values for computation of MSA are:
LCV – 0.54
Bus – 1.13
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2-Axle Truck – 9.78
3-Axle Truck – 9.6
Multi Axle Truck – 5.6
60. CBR: Design CBR values are adopted from GSHP pavement design:
Section Name Design CBR
Viramgam – Maliya 8%
61. New Pavement Design: For design of new pavement IRC-37:2001 was followed. The
design life is taken as 20 years. Average growth of commercial vehicles is considered as 5.2%6.
For two different sections respective maximum, directional, traffic is considered for calculation of
design lane MSA. Lane distribution factor as stipulated was considered.
62. New pavement design crust for Viramgam – Maliya road corridor is tabulated as under:
Viramgam – Maliya
CBR – 5%
MSA – 376
Adopted Design for
CBR 5%, MSA – 1507
Required Recommended
BC 50 50
DBM 170 100
WMM 250 4008
GSB 300 300
Total 770 mm 850 mm
F.12.4.3 Overlay and Profile Correction
63. Wherever GSHP improved facility is in place it was thought appropriate to have only
profile corrective course, to get unidirectional camber. To address issues related to some of the
specific minor/major distresses in the Secretary, R&BD advised for conducting BBD surveys for
ensuring adequacy of structural strength and accordingly design of overlays as per the needs of
corridor.
64. The analysis and findings of BBD survey shall be incorporated in the Final Report.
65. At this stage of DFR following scheme has been adopted:
6 .It is considered on higher side as recorded volumes suggest high proportion of commercial traffic. In case project attracts more
traffic than predicted then the pavement design considered may fall short the needs of high commercial traffic. Therefore moderately
high growth rate is adopted.
7 . As stipulated by IRC:37 – 2001, “For traffic exceeding 150 msa, the pavement design appropriate to 150 msa may be chosen and
further strengthening carried out to extend the life at the appropriate time based on pavement deflection measurements as per
IRC:81.
8 . Substitution of pavement layers as per IRC:37-2001 and IRC:81-1997.
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(i) Profile correction with BM – Average 80mm thick
(ii) Overlay – DBM – 160mm, BC – 50mm
F.12.4.4 Structures’ Design
66. Generally the new structures are proposed similar to that of GSHP. Details pertaining to
existing structures and proposed scheme for four laning is placed at Annexure F-4. Based on
these rates adopted for various structural items are given under :
Sl. No. Description Unit Rate (Rs.)
1 Major Bridges Sqm 26,000/-
2 ROB Sqm 26,000/-
3 Minor Bridges Sqm 24,000/-
4 Slab Culverts Sqm 18,000/-
5 Box Culverts Sqm 18,000/-
6 Pipe Culverts (Single Row)
a Diameter >= 0.90m Rm 7,500/-
b Diameter > 0.75m & < 0.60m Rm 6,500/-
c Diameter <= 0.60m Rm 5,500/-
F.12.4.5 Project Cost
67. Rates Adopted: The National Highway – Ahmedabad Division (NH- Ahmedabad)
schedule of rates were used for assessing the project cost. Escalation was applied as
appropriate and for some items realistic rates were adopted.
68. Base year construction cost of Project is estimated to be :
Sl. No. Description of Item Total Amount
(in million Rs.)
1 Highway Cost 329.87
2 Intersections, Toll Plaza, Bus Bay/Bus Shelters 332.47
3 Structure Cost 1163.74
4 Existing Road Maintenance 33.95
Total Construction Cost 4828.83
69. Details pertaining to quantity and cost calculation are placed at Annexure F-5.
F.12.5 Environmental and Social Impact Assessment
70. The Project Corridor9 Viramgam-Halvad-Maliya is spread out in six talukas of three districts.
Dhrangadhra, Dasada and Halvad are the talukas which are likely to be affected the most and
Lakhtar (4 km of the Project corridor passes through this taluka) - the least(Table F-12.7)
Table F-12-7: Propensity of Impacts (By Taluka)
9 . Viramgam-Halvad-Maliya is spread out in six talukas of three districts with a total population of 0.83 million and area of 6615 km
2
as per 2001 Census. Project Corridor traverses through one taluka in Ahmedabad district with a total length of 12.2 km, four talukas
over a length of 94.4 km in Surendranagar district and one taluka over a length of 25.7 km in Rajkot district.
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District Taluka Area (km2) Length of Corridor (km) Population
Viramgam 885.2 12.2 172400 Ahmedabad
885.2 12.2 172400
Lakhtar 741.8 4 69549
Dasada 1630.1 28 169123
Dhrangadhra 1369.8 36 195085
Halvad 1218.2 26.4 144305
Surendranagar
4959.8 94.4 578062
Maliya 770 25.7 83471 Rajkot
770 25.7 83471
Total 6615 132.3 833933
71. Dasada is the largest with an area of 1630 km2 (24.64 % of total area of Talukas being
traversed) and Lakhtar is the smallest, with only 741 km2 (11.21 % of total area of Talukas being
traversed). Population distribution Ranges between 69 thousand in Lakhtar to 195 thousand in
Dhrangadhra which shows a wide variation. Dhrangadhra has the highest share of population
(23.4 % of all Talukas being traversed) covering six Talukas.
72. Impacts on Flora10: There is no rare or
endangered species among these plantations.
Some Eucalyptus plantations are found within
industrial parks. Other than that, the main
concentration of trees, which are generally not of
good timber value, are found in the strip
plantations. (Figure F-12-2)
Figure F-12-2: Typical Roadside Plantation
73. Many of these roadside plantations11 will be impacted by the widening of the road from
two lane to four lane (Table F-12.8)
Table F-12-8: Tree Plantation along The corridor
Name No. of Trees No. of Trees to be impacted
Viramgam-Dhrangadhra 125 70
Dhrangadhra-Halvad 35 20
Halvad-Maliya 3500 1925
Total 3660 2016
74. Reserve Forest within the Study Area: Except for the roadside plantation, no reserve
forest flora will be impacted by this project.
10. Negative impacts on flora will involve the removal of trees, shrubs and ground cover during pre-construction from within the
Corridor of Impact. There may also be possible damage to remaining vegetation during the construction phase of the project. Strip
plantations of trees within the RoW of State Highways have been declared as Protected Forests on all the project roads.
11. To prevent vehicle collisions with the roadside trees, they cannot be close to the pavement, particularly trees with strong and rigid
stems. Some trees are safety hazards because they preclude adequate sight distance.
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75. Bio-diversity and endangered species: There are no rare and endangered species that
occur in any of or are close to the corridor. Therefore, it is unlikely that the widening of the road
to four lane is going to have any negative impact whatsoever on any endangered species of
flora.
76. Impacts on Fauna: Some of the fauna of Gujarat has received world wide attention and
concern. Two species in particular are famous and endangered as they exist in the only known
habitat in the world. Asiatic Lion (Panthera leo persica)
and; second, the Indian Wild Ass (Eqous onager khur)
which are unique and confined to the narrow forest
patches in Gir and the arid-zones of Kachchh
respectively. Wild ass sanctuary is near vicinity of the
project corridor. This is parallel to the Viramgam-Maliya
section of the project corridor.
77. The sanctuary area is too far to be impacted by the
project because the nearest being at a distance of 7.5 km from the corridor. However, the cause
of concern is the Wild Ass inhabiting areas outside the sanctuary. In search of food and water the
Wild Ass wander far, often crossing the highway and risk collision. However, for the past few
years there have been no recorded collisions of the Wild Asses with the vehicles plying. This is
primarily due to the installation of reflector system that reflects the headlight of an approaching
vehicle and also due to construction of slab culverts at various places for safe movement of the
animal to the other side of the highway. Refer Figure F-12-3.
78. Impacts on Cultural Environment: Strip mapping carried out on the project corridor was
the main source of identification of the affected cultural properties falling within and just outside
the RoW of the project corridors. All the Archaeological Monuments are beyond 2 km from the
corridor. Therefore, it is unlikely that the widening of the road to four lane is going to have
any negative impact on any Monuments. Table F-12-9.
Table F-12-9: Archaeological Monuments/Sites within 10 km of Project Corridor
Name Location Distance from
corridor (in kms.) Description
Munar Lake Viramgam Within 2.0 Km. Built in about AD 1100. In shape it is irregular, and is supposed to resemble a conch (shanka). It is enclosed by a ghats or flight of steps, which lead down to the water.
Jagasar and Mansar
Dhrangadhra Within 2.0 Km. There are two lakes called Jagsar and Mansar and two towers about 100 years old.
Parvati Kunda Drumath 4 It is well known ancient tank known as Parvati Kunda. On the banks of the tank, there are remains of several old temples.
Ancient temples
Methan Within 2.0 Km. It is known for the group of three ancient temples viz. Shiv, Vishnu and Sun temple. These temples were constructed in about 800 AD.
Satina Paliyas Halvad Within 2.0 Km. The “Satina Paliyas” where the nupital knots of the newly wed are untied.
Figure F-12-3: Wild Ass Crossing
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Name Location Distance from
corridor (in kms.) Description
Step well Halvad Within 2.0 Km. There are a number of old step wells, four of which are larger and consist of seven floors.
Mahadev temples
Halvad Within 2.0 Km. There are six Mahadev temples encircling the town, which are about 500 years old.
EK Dandiya Mahal
Halvad Within 2.0 Km. Beautiful palace called Ek Dandiya Mahal built on the bank of a fine lake called Samatsar is well known for its beautiful woodwork.
Pilgrim place Halvad Within 2.0 Km. Pilgrim place of the Dawoodi Vohras in Saurashtra. Tourism corporation of the state has considered this place for eligible growth centre for tourist.
79. Cultural properties lying along the highways are most susceptible to impacts due to
construction activities depending upon the access to the property, distance between the road
pavement and the cultural property, the condition and
scale of the built structure.
80. Road construction machinery operating during
the construction phase is likely to require a belt of
about 4-5m from the edge of the carriageway. In such
instances cultural properties located within a distance
of 5m from the edge of the carriageway, risk being
damaged by the heavy machinery Table F-12-10.
Table F-12-10: Cultural Properties along Project Corridor
Place Name Condition Location (Ch.)
Distance from Edge of Pavement (m)
Direction and Siting w.r.t.
RoW
Environment, Annual Gathering and Other Details
Impacts during Construction
- Meladi Mata Temple Good 74.32 3.04 R Rural Area A,B,C
- Shrine Average 79.62 1.1 R Scrub Land A,B,C
Akhyana Nagbaba Shrine Good 96.25 15.7 L Scrub Land B,C
Akhyana Samadhi Good 131.10 11.3 R Scrub Land B,C
Soladi Rama Pir Temple Good 131.25 11.3 L Rural Area B,C
Soladi Samadhi Average 131.30 1.8 R Rural Area A,B,C,D
Soladi Samadhi Average 131.90 14.2 L Scrub Land B,C
Chuli Melody Mata Shrine Good 135.67 1.5 R Agricultural A,B,C,D
Chuli Step Well Good 142.70 12.9 R Scrub Land A,B,C
Chuli Hanuman Shrine Average 145.18 1.5 R Agricultural A,B,C
Halvad Temple Average 149.98 11.3 R Agricultural B
Shrine Good 160.24 3 R Agricultural A,B,C
Dhanala Temple Good 162.84 5 R Rural Area A,B,C
Dhanala Shrine Good 163.04 2.5 R Rural Area A,B,C
Shrine Average 163.76 4.5 L Rural Area A,B,C
Sheywan Temple Good 164.34 12 L Rural Area B,C
Devaliya Shrine Good 169.40 4 L Agricultural A,B
Impacts during Construction include (A)7 Damage to structure due to operation vehicles, (B)7Contamination of site, (C)7Pollution and (D)7Interrupted Access to Site.
Figure F-12-4: Temple Likely to be
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81. Land Acquisition: Widening from two lane to four lane of the roads requires land
acquisition and clearing of various types of properties12. However, due to the design
considerations and limiting the proposed road widening not beyond the existing RoW, substantial
land acquisition requirements are reduced. However, the proposed capacity augmentation needs
land acquisition. It is assessed to be by land use type as under (Table F-12-11)
Table F-12-11: Properties Likely to be impacted in Project
Type of Land
Acquisition
Viramgam-
Dhrangadhra Dhrangadhra-Halvad Halvad-Maliya Total Area in Ha
Agricultural in Ha 30.1 13.07 40.14 83.31
Residential in Ha 0.02 0 0.07 0.09
Commercial in Ha 0.03 0.05 0.54 0.62
Open in Ha 1.84 1.28 0.15 3.27
Scrub in Ha 36.42 4.24 2.62 43.28
Industry in Ha 0.03 0.03 0.12 0.18
Plantation in Ha 0.49 0.21 0 0.7
Community in Ha 0 0 0 0
Total area in Ha 68.92 18.88 43.63 131.45
82. Impacts on Water Resources: A road project can significantly alter the hydrological
setting of an area and add to the siltation and pollution level in water sources. The identification
and mitigation of such adverse impacts assume greater significance in water scarce regions such
as Gujarat.
83. Surface water: The river basins in the Gujarat plains experience semiarid conditions.
The long rivers in this region bisect the entire region into various basins. Owing to the higher
elevation and steep slopes, over 18 metres per km in the catchment area, their upper and
because their upper tributaries receive heavier rainfall, these have a potential to flood in the
lower reaches. Table F-12-12.
Table F-12-12: River Basin and Tributaries in the Project Area
Corridors River Basin Region Catchment
Area (km2)
Rainfall
(mm)
Viramgam - Maliya Chandraragha, Phulka, Kanakawati,
Machchhu, Bambhan
Saurashtra
275
904
335.3
675.6
Source: Planning Atlas of Gujarat, 1987
12 Land acquisition involves land take of legal lands for the larger interests of the society, like the creation of road infrastructure, as is
the case in the four laning project.
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84. Water resources along the project corridors: Widening of a road entails the removal of
open wells, tube or bore wells within the RoW resulting in a permanent loss of water supply. Wells,
which are non-perennial, or not in use, may be easily removed or filled in. A pond, in village Soladi,
located at km 131.4 may lose some storage
volume to filling during construction. (Figure F-12-
6). The other concern is contamination of water in
the pond by sediment-laden water during this
phase. Since the locals use the pond for washing
clothes and utensils, the pond may lose its value
to the villagers.
85. This pond also charges a well, located at
chainage 130.5, which in turn recharges a bore
well on the north side of the existing pavement.
A loss of storage volume will therefore have a
significant impact on the water supply in this area, especially in light of the fact that water is a
scarce resource in area.This corridor has wells interspersed within the RoW along the corridor.
The nearest well is at 7 m from existing edge of carriageway at km 71.23. Two wells are located
on either side of the pavement at km 76.9. The common concern for all wells is contamination
due to road run-off and collision during construction. During the operation, lubricants and exhaust
emissions, which may be mixed with road run-off, may pollute the water. Table F-12-13.
Table F-12-13: Water bodies likely to be impacted by Project
Link Name Sensitive
Environment Chainage Direction
Distance from CL (m)
Phase Impact
Well(s) 66.92 South 6.5 Construction R Sedimentation from
construction run-off
71.21 South 8.11 R Collision potential from
vehicles
71.23 North 7.3 Operational R Contamination due to run-
off of lubricants and exhaust emission.
76.79 North & South 9
77.75 North 13.92
Viramgam-Dhrangadhra
79.34 North 10.72
Well(s) 130.5 North 11.07 Construction R Sedimentation from
construction run-off
131.05 South 7.66 R Collision potential from
vehicles
Pond 130.49 South 11.07 Operational R Contamination due to run-
off of lubricants and exhaust emission.
Dhrangadhra-Halvad
Stepped Well 142.7 North 15.7 Construction R Damage to the ancient
structure
Well 163.34 South 11 Construction R Sedimentation from
construction run-off
Pond 160.12 North 17 R Collision potential from
vehicles
Pond 162.8 North 10 Operational R Contamination due to run-
off of lubricants and exhaust emission.
Halvad-Maliya
Pond 176.8 North 9
Figure 12.6: Pond at Soladi
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F.12.6 Tollable Traffic
86. The vehicles which are tollable13 as per the Concession agreements are considered for
assessment of tollable traffic in the base year. From the road side interview conducted the
revealed desire of traffic is taken as the base to assess the tollable traffic. In assessing this all
the intra zonal and inter-zonal trips of the zones lying on the corridor are excluded. This
exclusion may lead to slightly under estimation of tollable traffic. The assessed tollable traffic is
suppressed demand traffic figures and very conservative.
87. The assessed tollable traffic by sections and by mode is given under:
Table F12.14: Assessed Tollable Traffic
Corridor Name
Link Name Toll Plaza Location
Traffic Category Car/Jeep (Old Tech)
Car/Jeep (New Tech)
Mini Bus
Std. Bus
Tempo/LCV
2-Axle Trucks
3-Axle Trucks
M-Axle Trucks
Total (AADT in Veh Nos)
Total Traffic 107 713 60 205 221 927 1047 87 3367
Non Tollable Traffic 17 46 0 0 11 14 12 0 100 Varamgam-Dhrangadhra
km 88/00
Tollable Traffic 90 667 60 205 211 912 1035 87 3267
Total Traffic 94 641 59 202 260 923 1239 92 3509
Non Tollable Traffic 0 0 4 13 0 0 0 0 16 Dhrangadhra-
Halvad km 133/00
Tollable Traffic 94 641 55 189 260 923 1239 92 3493
Total Traffic 226 388 82 148 156 730 903 122 2754
Non Tollable Traffic 136 210 73 44 22 24 9 0 519
Viramgam-Maliya
Halvad-Maliya km 180/00
Tollable Traffic 90 178 9 104 134 706 893 122 2235
88. The forecasted tollable traffic, by mode and sections at 10 year interval is given at Table
F.12-15. This forecast is based on growth rate approach. Annexure F-6 provides link wise
tollable traffic projections.
Table F.12-15: Section wise and Mode wise Forecasted Tollable Traffic
Link Name
Toll Plaza
Location
Chainage
Year Cars
(OT)
Cars
(NT)
Mini
Bus Std. Bus
Lcv/
Tempo
2-Axle
Trucks
3-Axle
Trucks
M-Axle
Trucks
T0TAL
AADT
(VEH)
T0TAL
AADT
(PCU)
Viramgam-Dhrangadhra 88/000 2006 90 667 60 205 211 912 1035 87 3267 8040
Viramgam-Dhrangadhra 88/000 2010 103 786 66 232 243 1063 1226 104 3823 9417
Viramgam-Dhrangadhra 88/000 2020 144 1186 79 300 343 1537 1839 162 5589 13755
Viramgam-Dhrangadhra 88/000 2030 189 1675 93 380 478 2188 2711 247 7962 19717
Viramgam-Dhrangadhra 88/000 2040 249 2365 110 482 665 3117 3998 377 11363 28317
Dhrangadhra-Halvad 133/00 2006 94 641 55 189 260 923 1239 92 3493 8703
Dhrangadhra-Halvad 133/00 2010 107 755 60 215 300 1076 1467 111 4091 10204
Dhrangadhra-Halvad 133/00 2020 149 1139 72 277 423 1554 2201 172 5989 14941
Dhrangadhra-Halvad 133/00 2030 197 1609 86 352 588 2214 3246 262 8554 21475
Dhrangadhra-Halvad 133/00 2040 260 2272 101 446 819 3153 4787 401 12237 30920
Halvad-Maliya 180/000 2006 90 178 9 104 134 706 893 122 2235 6141
Halvad-Maliya 180/000 2010 103 209 9 117 155 822 1058 146 2620 7214
Halvad-Maliya 180/000 2020 143 316 11 152 219 1188 1587 227 3843 10613
Halvad-Maliya 180/000 2030 188 446 13 192 304 1692 2341 346 5524 15352
Halvad-Maliya 180/000 2040 248 629 16 244 424 2411 3451 528 7951 22240
13 Only Cars and commercial vehicles which include buses are tollable
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89. In addition to above, estimated tollable traffic is forecasted at 2% p.a. up to “COD” and
5% thereafter14 the forecasted traffic by mode is given as Annexure F-7
F.12.7 Financial Analysis
90. The financial analysis of the project has been undertaken to assess the viability of the
projects under a commercial format. A number of options/scenarios of project have been worked
out to aid in decision-making process.
Scenario 1: Viramgam Maliya corridor (132.4 km);
Scenario 2: Ahmedabad Viramgam Maliya Corridor as one (179.9km);
F.12.7.1 Inputs and Assumption
Revenue Model
(a) Tollable Traffic: The tollable traffic, by each toll plaza, has been estimated and
presented in Sub-Section 12-6. This traffic forms an input to the financial analysis.
(b) Toll Rates: The toll rates are those which have been recommended by the
Ministry, vide a notification in the year 1997. These have been escalated to prices
as on 31st March 2006. The per km toll rates as well as the toll rate for the project
corridor, at 2006 prices, have been given in Table F.12-16.
Table F.12-16: Toll Structure (at 2006 prices)
Toll Rates (Rs./Trip at 2006 price) Mode
Toll Rate
(Rs./km at 2006 price) Viramgam Maliya Ahmedabad Viramgam Maliya
Car/Jeep 0.61 80 110
Mini Bus 1.07 140 190
Bus 2.13 285 385
LCV 1.07 140 190
2-Axle Truck 2.13 285 385
MAV 3.43 455 615
For future, the toll rates have been assumed to increase at an inflation rate of 5% p.a. For
estimation of corridor level toll rate, this has been rounded to nearest five rupee.
91. Annual Toll Collection: The annual toll revenue realisation, over the project period, at
current prices, has been given in Table F.12-17.
Table F.12-17: Annual Toll Revenue
Annual Toll Collection (Mill Rs at current Prices) Year
Viramgam Maliya Ahmedabad Viramgam Maliya
2010 461.4 804.6
2015 719.2 1248.3
14 This is based on new model concession agreement of GoI.
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Annual Toll Collection (Mill Rs at current Prices) Year
Viramgam Maliya Ahmedabad Viramgam Maliya
2020 1102.6 1911.2
2025 1693.8 2930.4
2030 2598.4 4488.1
2035 4007.4 6894.9
Cost of Project
92. The initial civil cost of project has been estimated for the two scenarios of part and full
development of the corridor. The construction activities have been assumed to be undertaken in
the years 2008 and 2009. The total cost of project is as follows:
Type of Cost Viramgam Maliya Ahmedabad Viramgam Maliya
Civil Construction Cost 4828.83 6028.98
Contingency (10%) 482.88 602.90
Construction Supervision (3%) 159.35 198.96
Inflation During Construction 726.66 907.26
Total Cost of Project 6197.72 7738.10
93. Routine and periodic maintenance have been taken as follows:
Routine Maintenance – Rs. 40,000/km
Periodic Maintenance – Rs. 3 mill/km
Assumptions for Analysis
94. A number of assumptions have been considered for the analysis. They have been listed
below:
(a) The base debt-equity ratio has been taken as 7:3.
(b) The analysis period has been taken as 30 years.
(c) The rate of interest considered for the analysis has been assumed as 12% p.a.
This is looking at the present increase in interest rates.
(d) With respect to the increased interest rates, the expected post-tax return on
investment has also been taken at a value of 15 – 17%.
(e) The subsidy/grant component has been limited to 40% of the total project cost.
Under the VGF scheme, a maximum of 20% of the total project cost is expected to
come from the central government and the balance, if any, needs to be given by
the state government.
(f) The disbursement of VGF has been taken during the construction period. It is to
be disbursed after the equity draw-down by the concessionaire in over. The
phasing of VGF/capital grant has been linked to the debt draw-down.
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(g) The Corporate Tax is taken at 33.66%15. In the event of the tax rebate, a Minimum
Alternative Tax of 11.22 %16 has been included in the analysis.
(h) The depreciation schedule has been taken as per the IT and Companies Act.
(i) Insurance premium has been assumed at 0.7% of the assets/investment.
(j) The tax concession on road projects has been taken for the analysis. There is a
10 year, full tax rebate on road infrastructure projects, starting from the first year
of operation of the same.
(k) The loan repayment period has been assumed as seven years after two years of
moratorium.
F.12.7.2 Results of Financial Analysis- Base Case: Realistic Traffic
95. The financial analysis for the base case has been presented in the Table F.12-18. As
summary. The details of financial analysis are presented through Annexure F-8.
Table F.12-18: Results of the Analysis in Base Case
Viramgam Maliya Ahmedabad Viramgam Maliya Indicators
20 Yrs 30 Yrs 20 Yrs 30 Yrs
Viability Gap Funding
mill Rs 3780.6 3284.8 3095.2 2321.4
% of Project Cost 61% 53% 40% 30%
Pre-Tax IRR (%) 17.82 17.94 17.93 18.24
Post-Tax IRR (%) 16.96 16.94 16.96 17.03
Return on Equity (%) 21.79 19.43 21.33 19.63
Minimum DSCR 0.05 0.04 0.41 0.35
Average DSCR 1.46 1.21 1.44 1.23
Payback Period 12yrs 5 mths 13yrs 8 mths 11 yrs 5 mths 12yrs 5 mths
96. The road section between Viramgam and Maliya is not a viable proposition from the
commercial perspective. The requirement of VGF is high, even beyond the permissible limit of
40% of project cost. The full corridor, however, is viable with 30% of project cost as maximum
VGF, if the concession period is kept at 30 years.
97. It is important to note that if only a section of the full corridor between Ahmedabad and
Maliya is developed and widened to 4-lane, then the project attractiveness will not be as much as
estimated, even for the section between Ahmedabad and Viramgam.
15 The breakup is 30% Corporate Tax, with 10% surcharge and 2% education cess.
16 The MAT is 10% with 10% surcharge and 2% education cess.
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F.12.7.3 Sensitivity Analysis : Variation in Revenue and Cost Levels
98. In order to understand the sensitivity of variation in revenue and project cost on the
project viability, a case of increased and reduced toll revenue realisation and project cost has
been worked out and the results are presented in Table F.12-19.
Table F.12-19: Sensitivity Analysis : Results in Case of Revenue Variation (30 Year Period)
Viramgam Maliya Ahmedabad Viramgam Maliya
Indicators 15% cost
Increase 15% Reduced
Revenue
15% Increase
and Reduced
Revenue and
Cost
15% cost
Increase 15% Reduced
Revenue
15% Increase
and Reduced
Revenue and
Cost Viability Gap Funding
mill Rs 4276.4 3904.6 4917.9 3559.5 3327.4 4627.4
% of Project Cost 60% 63% 69% 40% 43% 52%
Pre-Tax IRR (%) 17.89 17.96 17.99 18.20 18.16 18.26
Post-Tax IRR (%) 16.96 17.00 17.09 17.02 17.05 17.19
Return on Equity (%) 19.54 19.61 19.93 19.70 19.66 20.07
Minimum DSCR 0.03 -ve -ve 0.35 0.17 0.16
Average DSCR 1.21 1.21 1.24 1.23 1.23 1.25
Payback Period 14 yrs 1 mths 14 yrs 4 mths 14 yrs 10 mths 12 yrs 9 mths 13 yrs 13 yrs 3 mths
99. The project section between Viramgam to Maliya is highly sensitive to cost and revenue
variations.
F.12.7.4 New Model Concession Agreement as Base
100. The Committee on Infrastructure has recently prepared a New Model Concession
Agreement, for the upcoming BOT projects. Anticipating the implementation of the same, a set of
analysis has been undertaken with the new MCA as the base as well. The major assumptions,
beyond the ones already stated, which have been incorporated in this analysis as per the new
MCA are:
� The traffic growth has been considered at 5% per annum over the concession period,
starting from the COD. However, from the base year to the year when the
construction is completed, the traffic growth has been taken as 2% per annum.
� In case the project corridor qualifies for a six-lane, within the project period, the
concession period has been limited to a maximum of that many years.
101. The analysis does not include the scenario of full corridor as one package. This is
because as per the new MCA, the year of requirement of six laning varied for the two individual
sections, which meant two different concession periods.
102. The results of the analysis have been presented in Table F-12.20.
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Table F.12-20: Results under New MCA Assumptions
Indicators Viramgam Maliya
Requirement of Six Lane 2033
Maximum Concession Period 26 yrs
Viability Gap Funding
mill Rs 2479
% of Total Project Cost 40%
Pre-Tax IRR (%) 14.22
Post-Tax IRR (%) 13.25
Return on Equity (%) 14.41
Minimum DSCR 0.02
Average DSCR 0.93
Payback Period 14 yrs 10 mths
F.12.7.5 Conclusions
103. The project under study is not an attractive project if the section between Viramgam and
Maliya is considered in isolation. However, the full corridor is viable with 30% of project cost as
VGF, over a period of 30 years. The corridor is a strategic one hence needs to be taken up for
implementation. Since the section between Ahmedabad and Viramgam is a very attractive
project, it is suggested that both the sections be merged for implementation, so as to enable
cross-subsidisation. Due to the narrow lane configuration and poor road condition, most of the
port and Kutchh bound traffic takes the route via NH-8A, which is about 65 kms longer. If this
corridor is widened, there will be a substantial saving to the vehicle owners as well as the society
in the form of travel time as well as the vehicle operating costs.
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F. VIRAMGAM – MALIYA CORRIDOR.............................................................................F-1
F.11 REVIEW OF FEASIBILITY STUDY....................................................................F-1
F.11.1 Status of Submittal .................................................................................F-1
F.11.2 Traffic Studies and Forecast...................................................................F-1
F.11.3 Traffic Forecast ......................................................................................F-3
F.11.4 Socio Economic Approach .....................................................................F-3
F.11.5 Engineering Studies and Investigations..................................................F-7
F.11.6 PROJECT COST....................................................................................F-8
F.11.7 Environmental and Social Impact Assessment .......................................F-8
F.11.8 Economic Analysis .................................................................................F-9
F.11.9 Financial Analysis...................................................................................F-9
F.12 OUR EFFORTS AND FINDINGS.....................................................................F-10
F.12.1 Salient Corridor Characteristics ............................................................F-10
F.12.2 Traffic Studies and Forecast.................................................................F-10
F.12.3 Engineering Studies and Investigations................................................F-19
F.12.4 Design and Project Cost.......................................................................F-19
F.12.5 Environmental and Social Impact Assessment .....................................F-24
F.12.6 Tollable Traffic......................................................................................F-31
F.12.7 Financial Analysis.................................................................................F-33